Apparatus for burning smoke, gas, &amp;c.



No. 635,878. Patented Oct. 3|, I899. n. w. STAPP. APPARATUS FOR BURNING SMOKE, GAS, 6w.

(Application filed June 29, 1899.)

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In: "cams PETERS co, PucYou'mo. wasmnsrou, u. c.

UNITED STATES PATENT OFFICE.

DAVID W. STAPP, OF PI-IILLIPSBURG, KANSAS.

APPARATUS FOR BURNING SMOKE, GAS, 80C.

SPECIFICATION forming part of Letters Patent No. 635,878, dated October 31, 1899.

Application filed June 29, 1899. Serial No. 722,318. (No model.)

To ctZZ whom, it may concern.-

Be it known that 1, DAVID W. STAPP, a citizen of the United States, residing at Phillipsburg, in the county of Phillips and State of Kansas, have invented a new and useful Apparatus for Burning Smoke, Gas, &c. ,of which the following is a specification.

This invention relates to an apparatus for burning smoke, gas, &c., particularly in engines where the attachments are applicable, and contemplates the complete conveyance of the particles of combustion and resultant gas from a smoke arch or chamber back to the fire-box under draft-pressure and also creates a suction at the entrance ends of the several conveying devices and partially under control of pressure devices of the engine, whereby the consumption of fuel which is initially fed to the furnace is materially reduced and proportionate to the amount of return of unconsumed material from the smoke arch or chamber to the furnace.

The invention consists, essentially, in a main conveyer having an extended bellmouth disposed transversely of the smoke arch or chamber of an engine in advance of the diaphragm, a second conveyer having a similar bell-mouth in the rear of and in reverse position to the mouth of the main conveyer and adapted to receive gases, both con veyers having air-pressure pipes connected thereto, a part of the latter being provided in the preferred application with exterior feed ends and creating a driving-pressure as well as a suction in said conveyers.

The invention further consists in the construction and arrangement of the several parts, which will be more fully hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a longitudinal vertical section of a part of a locomotive-engine and including the furnace and boiler, showing the features of the invention applied thereto. Fig. 2 is a horizontal section of the front portion of the device shown by Fig. 1.

Similar characters of reference are employed to indicate corresponding parts in both views.

For the purpose of illustration the improved devices are shown applied to a locomotive-engine; but it will be understood that they are adapted to be used in connection with staat the front with a smoke arch or chamber 3,

to which the flues 4: lead, as in ordinary constructions of this character. As more clearly shown by Fig. 1, a common form of diaphragm 5 is also located in the smoke-chamber 3, and in advance of the location of said diaphragm is an extended bell-mouthed receiver 6, connected to a conveyer or pipe 7, which runs rearwardly therefrom and preferably between the fines to a point just in advance of the front wall of the fire-box or furnace and then is projected out laterally and around said firebox or furnace or between the side sheets of the latter and again returns at the rear and connected up to the front of the box or the furnace. The bell-mouthed receiver .6 extends transversely across the greater width of the smoke arch or chamber 3 and stands in such relation to the exits of the flues at as to readily receive the smoke or particles of combustion that pass outward therefrom, and from the extended portion of the receiver the body gradually converges or reduces, as at 8,

until it assumes the cross-sectional diameter of the conveyor or pipe 7. To increase the tendency of the smoke and particles of combustion to enter the bell-mouthed receiver 6, an air-feeder 9 has its rear end projected into the conveyer or pipe 7, as shown by dotted lines, in rear of the neck 8, the outer end of the said air-feeder being projected through a front side portion of the boilerl and formed with a bell-mouth 10, standing to the front in 'line with the exterior of the boiler-head. From this arrangement it will be seen that as the locomotive moves forward the air will be driven into the bell-mouth 10 of the feeder 9 and from the latter into the conveyer or pipe 7, thus setting up a suction which will effectually act at the entrance of the bellmouthed receiver and rapidly draw in the smoke and particles of combustion, and when so drawn in will be afterward forced by the air coming through the feeder 9 through the said pipe or conveyor 7 and back to the fire-box or furnace, as set forth. To further increase the draft in the conveyer or pipe 7, a connection is made between the air-feeder 9 and the air-drum 11 of the engine by means of a pipe 12, having a regulating-valve 13 therein. It may not be necessary at all times to use this supplemental air-pressure attachment, and if not the valve 13 can be operated to throw out the eifect of the same from the said feeder and rely solely upon the air-pressure instituted by the locomotive or engine running head on, and thereby forcing the air without undue pressure into the said feeder 9.

In rear of the bell-mouthed receiver 6 a smaller bell-mouthed receiver 14 is located and is intended to take up the gas that may come into the smoke arch or chamber that has not all been received by the bellanouthed receiver 6. This receiver 14 is opened in a direction reverse to the receiver 6 and is located at a point best adapted to take up the gas, and to facilitate drawing the gas into the receiver 14 the latter also has an air-feeder 15 extending thereinto and also backwardly into a conveyer or pipe 16, running from the said receiver 1a to a point adjacent to the front of the fire-box of the furnace and then out and around the side of the latter between the side sheets opposite to those between which the conveyer or pipe 7 extends, and finally enters the front of the said fire-box or furnace adjacent the point of attachment of said pipe 7. The outer portion of the airfeeder 15 also projects through a side portion of the boiler 1 and has formed thereon a bellmouth 17 in line with the exterior of the boiler-head, the said feeder 15 acting similarly to the feeder 9 and creating a suction in the receiver 14 as well as establishing a driving-pressure through the conveyer or pipe 16 to drive the gas back to the fire-box or furnace.

It is also possible to apply the improved attachments to a stationary engine, and in this instance the draft may be artificially supplied through a bell-mouthed receiver, and the receiver 1+1 will be of the same construction and arrangement as in the form of engine illustrated.

By enlarging the bell-mouthed receiver (5 its receptive capacity will be also increased, and it will be also understood that the after confinement of the smoke and particles of combustion entering the said receiver 6 in the pipe or conveyer 7 will materially add to the thorough consumption of said smoke and particles of combustion when they reach the firebox or furnace. This return of the smoke and free gases to the fire box or chamber of the furnace will materially reduce the use of fuel initially utilized, and the amount heretofore required to be successively supplied in charges to maintain the proper steam-pressure will not be as great, and the diminished quantity relative to the maximum will be proportionate to the amount of smoke and gas taken up and consumed in the fire-box or furnace.

The suction created in the conveyers or pipes 7 and 16 will also be regulable in accordance with the speed of the locomotiveengine, and this also serves as a self-adjustable feature in that a high speed requires a greater steam-pressure that must be maintained, and consequently heavier coaling ensues, with the result of a greater amount of smoke and gas. Therefore to rapidly take this increased amount up the suction must be proportionately increased, and this, as understood, will ensue at a high speed of movement of the engine, and, furthermore, the forced draft through the pipes or conveyors 7 and 16 will also be greater. This will avoid choking of the pipes or conveyors, and after the apparatus is operating the feed of coal to the furnace or fire-box will be materially less than ordinarily required.

The improved devices can easily be applied to engines or locomotives now in use without entailing material expense or detracting from the proper operation of such devices. To accommodate the application generally, such changes in the proportions, size, and minor details of construction will be resorted to as may be found necessary without departing from the spirit of the invention or sacrificing any of the advantages thereof.

Having thus described the invention, what is claimed as new is- 1. The combination with an engine, of a receiver located in the smoke arch or chamber and having its mouth directed toward and located in advance of the diaphragm of said smoke-arch and connected to the fire-box by means of a conveyer-pipe, an air-feeder connected to the feeder or air-pipe of the said receiver, a second receiver connected to the fire-box or furnace and located in rear of the diaphragm, the second receiver having its mouth reversely arranged to the first-named receiver, and an air-feeder for the said second receiver. a I

2. The combination with an engine, of receivers located in the smoke arch or chamber thereof and connected to the fire-box or furnace, the one receiver being in the form of an extended bell-mouth directed toward the point of flow of the smoke and particles of combustion from the fire-box of the engine, and the other receiver smaller than the firstmentioned one and reversely arranged, both receivers having air-feeders in connection therewith with ends externally arranged and adapted to create a suction and a forced draft to convey the matter taken up by the receivers back to the fire-box or furnace.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

DAVID IV. STAPP.

\Vitnesses:

R. FRANK STINsoN, MILDRED Dnrecs.

IIO 

